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Old 07-25-2018, 10:29 AM   #1
Skylab
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Default 2019 Mercedes AMG C63

2019 Mercedes-AMG C 63 First Drive: Packing Lots of Power

Enjoy the V-8 in a sedan, coupe, or convertible





Decisions, decisions, decisions. You want the 2019 Mercedes C-Class but with some Affalterbach flair, and the C 43 isn't quite enough. You need the full Mercedes-AMG C63 S treatment. The wagon is out if you live in the U.S., but you'll still need to choose between the sedan, coupe, and cabriolet, all equipped with gobs of power.

We went to central Germany to the area around Paderborn and the Bilster Berg track to drive the C 63 S and potentially pick a favorite body style. The powerful C 63 is the last of the C-Class lineup to get a refresh, following the C 300 and the entry-level AMG C 43.



While the C 63 is one of the few AMGs to offer non-S as well as S variants, there were only S models available for us to drive. The C-Class is price sensitive enough that both variants are offered, but there's still an assumption that most buyers of a 63 will go straight for the top model.

Under the hood is the same 4.0-liter twin-turbo V-8 that has proliferated across the AMG lineup and is closely related to the engine in the Mercedes-AMG GT.

In the C 63 the V-8 generates 469 horsepower at 5,500 to 6,250 rpm and 479 lb-ft of torque at 1,750 to 4,500 rpm. Up your choice to the C 63 S, and horsepower rises to 503 at the same rpm and 516 lb-ft of torque at 2,000 to 4,500 rpm. Unlike the C 43, the C 63 is rear-drive only—you'll need to step down to the C 43 for all-wheel drive.

While the engine specs remain the same in the refreshed 2019 C 63 (C 300 and C 43 got small performance boosts with their 3.0-liter twin-turbo V-6), the seven-speed automatic has been replaced by a new nine-speed wet-clutch transmission that Mercedes developed in-house. It's both smooth and lightning quick, matching revs and working up and down the gears with a speed and precision a human cannot match with paddles—but feel free to try.


In terms of design, the refreshed C 63 adopts the Panamericana radiator grille that exposes the tech inside and pays homage to Mercedes' racing history.

At the back is a new chrome quad exhaust and diffuser; S versions have a diffuser board—the last thing you'll see before the S you're tailing leaves you in its dust. Even the shape of the bumper was changed with new air intakes for better airflow.

The four body styles were developed simultaneously, and although they share at least 95 percent of their features, they were developed to stand as individual cars with unique characteristics.

The sedan is the volume leader, and although the word sedan often translates to sedate in many people's minds, that's not the case here. The first clue that this sedan means business comes when you plant your derriere on the optional performance seats. You can adjust the thickness of the bolsters and rear cushion, and the headrests are integrated for a high-tech look. The sports seats are heated and ventilated but don't offer massage.

The next clue is the new AMG flat-bottom leather steering wheel with two sets of Touch Control buttons. The set on the right side of the wheel controls the 10.25-inch multimedia screen; the set on the left is for the optional 12.3-inch digital instrument cluster. The Multimedia Package features the latest generation of Command navigation and voice control, and you can opt for the operating system to display info in a classic, progressive, or sport style. The car also has wireless charging and a Burmester premium sound system as well as a head-up display. There's no MBUX infotainment system for this refresh; you must wait for the next-gen car, likely in 2022, with a new dash for that.


The matte gray coupes we drove were sinister cool, with yellow accents and neck-snapping acceleration. An optional aero package is available only on the coupe, it being the variant most likely to go to a track. This package tweaks the look with a front splitter, spoiler lip with integrated Gurney flap, broader side skirt inserts, rear bumper flics, and diffuser inserts finished in high-gloss black. It also has a 1.8-inch-wider rear track.

You can get into the back seat, although it isn't easy or graceful for an adult. And you can sit there, but it will never be anyone's first choice.

The cabrio has the best soundtrack. There's nothing like the sound of that 4.0-liter engine to send your heart soaring when you're driving with the top down. The optional AMG Performance Exhaust System has selectable exhaust flaps, so you can tune the note from discreet to clear-the-road. This two-door, four-passenger convertible is a delight to cruise the rural Germany countryside in on a gorgeous, sunny day. We applauded every snort and pop.

The convertible has a heavier curb weight, which engineers are fine with since this model was designed to be a daily driver that won't hit the track. The engineering team put extra effort into the acoustics to make it easier to hear when the top is down. There are also elements in place to help control the temperature when you're out in the elements. With the rear wind deflector and windows up, the wind doesn't play hairdresser. And the much-loved Airscarf to keep your neck warm is standard.



A cool option on all body styles is AMG Drive Unit, which adds a round controller on the steering wheel that changes drive modes and adjusts the amount of traction control. It highlights how effective traction control is. One criticism: The settings are 0 to 9, and although the assumption would be that 9 would provide the most control, in fact 9 means no control; you must turn counterclockwise down to 0 for the most help, which could catch some drivers off guard. Some on our drive unknowingly set their car to the wrong setting on the track and quickly realized their mistake. AMG Drive Unit is standard, and only offered on the S.

Mercedes also extended the AMG dynamics by adding a sixth drive mode, Slippery, to the lineup, which also includes Comfort, Sport, Sport+, Race, and Individual. The modes were recalibrated to increase the range, creating more of a chasm between Comfort and Race in terms of road performance. Need even more choices? Go into Individual for a full menu of options to customize if, for example, you like comfort steering with a stiff suspension.

We wonder if this complexity is necessary, though. Roland Kreutzer, product management for Mercedes-AMG, says whether or not customers use it all is irrelevant. The point is they want it just in case—and it appeals to younger buyers. The wider spread in suspension tuning also addresses complaints that the outgoing model was too stiff. By changing software algorithms, Mercedes-AMG accomplished the goal of more comfort at one end and more performance at the other.

Also under the umbrella of AMG dynamics are different agility programs—ranging from Basic to Advanced, Pro, and Master—that are automatically selected by the respective drive program. This is essentially artificial intelligence that gives you the right experience for each part of your drive. The car adjusts its engine response and suspension from extremely safety-oriented to ultra exciting. The Master mode in the Race drive program provides higher yaw rates and the quickest responses of the accelerator, gearshift, and electronically controlled rear-axle limited-slip differential.



The C 63 has a retuned AMG steel suspension with a four-link front and multilink rear suspension. Some off-camber points on the track revealed how well the car corners at speed even when one wheel was lifted.

Adaptive damping adjustment is standard. The dampers adjust individually at each wheel and can be set to Comfort, Sport, Sport+, or a customized setting.

The suspension sopped up most of the road conditions easily, though there were a few areas where the chatter was too harsh in Sport and Sport+ drive modes. There's little compromise with the convertible, but one stretch of pavement elicited a few thumps, reminding us of the structural challenges of losing a roof.

All of the body types have an electronically controlled rear-axle limited-slip differential standard for optimal traction as well as dynamic engine mounts to reduce vibrations from the powertrain. The differential reduces slip on the inside wheel when cornering so you can accelerate out of corners earlier. The car also remains more stable when braking from high speeds or upon launch. The idea is to make it easier to push the car to its limits.


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How responsive is the steering? Think it, send the brain waves to your fingertips, and the car is already there. It requires the lightest touch at high speeds. Stopping is effective but not harsh with the optional AMG Ceramic Composite Front Braking System on the S. It was vital and well tested on the narrow stretches and blind corners of the Bilster Berg private track.

AMG Track Pace will log more than 80 sets of track data ten times per second and display lap times with colored graphics to quickly tell you if you were faster.

Remembering this is a luxury car, there's a lot of carbon-fiber trim—maybe too much for some in the center console, but choices also include silver fiberglass, aluminum, and an assortment of natural woods. Choose Nappa leather seats in black or black with gray, red, or pearl white. Our favorite is the new option: gray and black with yellow trim and stitching. Feeling extra stylish? Step up to the diamond quilting from the designo range in saddle brown and black or black and white.

The car has an optional panoramic sunroof and 64-color ambient lighting and illuminated door sills. On the S, 19-inch light-alloy and aerodynamic wheels are standard.

When you're packing this much power, safety systems are important, and the C 63 has an abundance of driver assistance systems, similar to those in the E-Class. There's a hands-off detection system that uses finger pad sensors. The suite also includes Active Distance Assist Distronic adaptive cruise control, Active Blind Spot Assist, Active Steering Assist that works even if the road lines cannot be detected, and Active Lane Keeping Assist to prevent unintentional lane departure with braking. Mercedes' Pre-Safe Plus prevents collisions from behind, and Active Brake Assist with Cross-Traffic Function will brake automatically if the driver doesn't to avoid a collision.


To help prevent racking up the tickets, Speed Limit Assist displays the speed limit, although we know it's hard to abide in the powerful AMG.

Veering into semi-autonomous territory, Active Lane Change Assist uses radar and cameras to help you switch lanes. When a turn is indicated for at least 2 seconds, the system will help you steer into the adjacent lane if it detects it is empty. And Evasive Steering Assist will add steering torque when needed for an evasive maneuver. Another cool Mercedes feature is Pre-Safe Sound, which releases an interference signal if an imminent collision is detected. This triggers a protective reflex in the ear to reduce hearing loss in the event of an accident.

The C 300 RWD sedan and 4Matic, along with the C 43, will go on sale by the end of the year. However, the C 63s won't arrive until early 2019. Pricing isn't available yet, but look for the C 63 S sedan to start about $73,000, the coupe about $75,000, and the convertible about $82,000.

As for which one to pick, it comes down to how you want to use it. Daily driver with no track aspirations? Go sedan or convertible. Impress at your next high school reunion? Coupe or cabrio. Have a track habit? Coupe. Whatever the choice, the C 63 S will not disappoint.



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Last edited by Skylab; 07-25-2018 at 12:52 PM.
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Old 07-25-2018, 11:07 AM   #2
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So many stupid gadgets. Otherwise, wish we got the wagon.
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Old 07-25-2018, 11:55 AM   #3
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love the new steering wheel
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Old 07-25-2018, 12:23 PM   #4
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Originally Posted by E. Nick View Post
So many stupid gadgets. Otherwise, wish we got the wagon.
Stupid gadgets are the current solution to the problem premium manufacturers eventually face; in that "regular" cars start to get real close spec-wise & performance-wise to them, such that getting new buyers is harder. You can't rely solely on repeat business, as those people eventually die.
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Old 07-25-2018, 12:39 PM   #5
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Originally Posted by Sid03SVT View Post
Stupid gadgets are the current solution to the problem premium manufacturers eventually face; in that "regular" cars start to get real close spec-wise & performance-wise to them, such that getting new buyers is harder. You can't rely solely on repeat business, as those people eventually die.
Yes, 10 dollar computer chips also a lot easier to add than feel or lightness. As you say, even HP is becoming a commodity at this point with everything FI, stronger and cheaper parts/processes. Suspensions have been sorted, and the newest rubber is like magic. The 2025 Camry will probably corner 1G and trap 125 , but it will never feel like a 996 GT3!
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Old 07-25-2018, 01:15 PM   #6
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Hear hear.
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Old 07-25-2018, 01:29 PM   #7
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Yes, 10 dollar computer chips also a lot easier to add than feel or lightness. As you say, even HP is becoming a commodity at this point with everything FI, stronger and cheaper parts/processes. Suspensions have been sorted, and the newest rubber is like magic. The 2025 Camry will probably corner 1G and trap 125 , but it will never feel like a 996 GT3!
You seem to be suffering from amnesia as to why you’re here in the first place.

No new Porsche will feel like a 996 GT3 either, so what now boss? It seems your car horizons died somewhere in 2007. Before Tesla or even the GTR became a thing. I’m not judging, just trying to help you out with the big scary world full of confusing people and inconceivable things.
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Old 07-25-2018, 01:50 PM   #8
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You seem to be suffering from amnesia as to why you’re here in the first place.

No new Porsche will feel like a 996 GT3 either, so what now boss? It seems your car horizons died somewhere in 2007. Before Tesla or even the GTR became a thing. I’m not judging, just trying to help you out with the big scary world full of confusing people and inconceivable things.
Forever optimist - have to be here for when BMW unveils the E30 continuation with houndstooth cloth, a Blaupunkt with 2 speakers, and the V10
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Old 07-25-2018, 02:04 PM   #9
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Forever optimist - have to be here for when BMW unveils the E30 continuation with houndstooth cloth, a Blaupunkt with 2 speakers, and the V10
I’d still rather have a C63 S Estate. :yes:
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Old 07-25-2018, 03:16 PM   #10
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Sounds good. On the fence with the new grill. It prolly looks better in person.

https://youtu.be/pycy989uRSM
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Old 07-25-2018, 03:52 PM   #11
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Cool car. BRING THE ****ING WAGON TO USA! WTF MERCEDES.

- Slim
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Old 01-20-2019, 06:16 AM   #12
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Default 2019 Mercedes-AMG C63 Is a Sledgehammer That's Easier to Wield

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The 2019 Mercedes-AMG C63 Is a Sledgehammer That's Easier to Wield

New tech makes it easier to exploit the Mercedes-AMG C63's considerable talents.

Ugh. Mercedes should have left well enough alone, we thought to ourselves when we first heard about the updates made to the 2019 Mercedes-AMG C63 and C63 S coupe, cabriolet, and sedan. The list reads like something a technophile would stash under his or her mattress. It includes a larger standard infotainment screen, an available gigantic digital instrument cluster, nine-stage traction-control software, new AMG Dynamics chassis programs, one new driving mode, touch-capacitive nubs on the steering-wheel spokes, and little control nodules on the steering wheel that have their own miniature screens. It's not often that extra displays or lines of code make a car more appealing to drive, especially one with the raw emotional appeal of the steroidal and brutish C63. Sigh, right?

It turns out the new model is better than ever.

What's New Outside and Inside

In addition to the tech, which we'll detail further in a moment, the three U.S.-bound C63 models—there's also a rad wagon that's not sold here—get AMG's retro-handsome Panamericana grille, updated fascias, new exhaust finishers, and restyled LED lights. The car still squats with fat flares over fat rubber, ready to lay waste to a favorite piece of tarmac, but the refreshed exterior—and the grille in particular—imparts greater visual sophistication. Inside, the new displays feature the carmaker's typical clean, uncluttered, and high-res graphic execution, and they bring a state-of-the-art feel that's welcome rather than overwhelming.

You need the screens to take full advantage of the plethora of chassis modes, settings, and features anyway. A new rain-and-snow-optimized Slippery driving mode joins Comfort, Sport, Sport+, Individual, and Race (S model only) on the roster of ways to alter the accelerator response, steering weight, adaptive damper firmness, transmission shift behavior, exhaust sound, and stability-control settings all at once. You can now activate these with a knob on the lower-right portion of the steering wheel, while a new pair of programmable toggles on the lower left can be used to fiddle with stuff like the individual exhaust, adaptive dampers, stability control, and transmission settings. (The knob and toggle buttons have LCD screens to display the current setting or function.) The center-console controls for these modes remain, but the new switches were added, Mercedes says, to enable easier selection of options on the fly during aggressive driving.

Car and DriverMichael Simari

AMG Dynamics is new this year. It's a piece of software tied to the driving modes that uses steering, speed, and yaw sensors to predict what the car is likely to do and then helps the driver by working the stability control and brake-based torque vectoring. Mercedes says AMG Dynamics makes the C63 more stable in Slippery and Comfort modes, friskier in Sport, friskier still in Sport+, and extra agile with a slight tendency toward oversteer in Race. We came to think of AMG Dynamics as a sort of multistage version of Mazda's G-Vectoring Control, and the car does indeed feel slightly nimbler, steadier, and more eager to turn in. Also, you should know that the AMG Dynamics modes are called Basic, Advanced, Pro, and Master and that Mercedes promises "even experienced drivers receive optimum assistance without being patronized by the system." We didn't feel patronized, which means that it was probably working.

AMG Traction Control: Basically Magic

The single best new thing, however, is the nine-step AMG Traction Control. The C63 is the second AMG to get the technology after it made its debut on the GT R supercar two years ago. Its existence isn't obvious, but activating it is easy. Simply switch off the stability control with the center-console button or the steering-wheel toggle, at which point the chassis-mode knob's screen changes to display your setting number and a segmented green, yellow, and red dial. In a nutshell, the system controls how much torque is sent to the rear tires in order to deliver optimum grip—and to prevent time-sapping wheelspin or oversteer—when getting back on the throttle in a given corner.

We found the system to be highly effective in the GT R we ran at Lightning Lap 2017, where that car came very close to setting a new overall record, and our regard remains high after driving C63 coupes and sedans at the wicked and challenging Bilster Berg track in Bad Driburg, Germany, as well as back home on familiar roads and, of course, the test track. It's an intelligent tool for learning the car, your own limits, and/or a particular racetrack in a metered way. Having a safety net that can be progressively scaled back makes particular sense in a model that serves as an entry point into AMG's wild 'n' woolly lineup. It makes any fool feel like a hero as they exploit and slide the C63; the car is easy to move around and gather up as it is, but any tail-out action the system determines as going too far is dealt with quickly and imperceptibly. In short, you want AMG Traction Control. Which means you also want the C63 S model, since it's standard there and not available in the basic C63. Our only gripes are that 1) it's somewhat counterintuitive that the intervention is dialed down as you move up through the numbers, and 2) we don't have AMG Traction Control in everything we drive.

Also cool: the new Track Pace option for the main screen that displays racetrack maps and records lap and sector times. It also can use the head-up display to show helpful items such as upcoming corners, braking points, and cornering-speed references. Several famous circuits are preloaded, but the system will also use GPS to learn new ones. AMG has made it about as simple as possible to get up to pace at the track.

Track-Test Results

Retuned adaptive dampers offer a wider range of adjustment across the driving modes. That said, while Comfort mode did feel a wee bit suppler, ride quality still falls on the granitic side. You're going to want to vote for that road-repair millage—or get a punch card from your back specialist—before handing a check over to the dealer. That check will be a bit more than last year's, with the sedan at $67,095, coupe starting at $68,495, and the cabriolet coming in at $74,495. Add $8000 or so for the more powerful S versions, which have not only the exclusive Race mode and AMG Traction Control but also many of the base model's options as standard.

The engine is one of the few major components that didn't get an overhaul. Good. The C63 packs a twin-turbocharged 4.0-liter V-8 in 469-hp (base) and 503-hp (S model) strengths, and it's a potent, sweet-spinning thing that hits like a sledgehammer. The power delivery is immediate and mighty, and stomps on the gas pedal send the car hurtling forward like Mjölnir from the angry hand of Thor. When strapped with test gear, the C63 S sedan ran from zero to 60 mph in 3.7 seconds and dusted a quarter-mile in 11.9 seconds at 122 mph. And the sound is as intoxicating as ever—at least in this turbocharged generation—all thunder and fury in the exhaust's most aggressive setting
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As before, the V-8's fusillade is sent to the rear wheels via a Mercedes Speedshift automatic transmission. That means there's a multiplate clutch used in place of a torque converter, which gives it true launch-control ability, but it now has nine forward ratios instead of the previous seven. The additional ratios don't make much of a difference in driving, but the new 'box now can skip more ratios in one go rather than shuffling among gears. It's also said to shift even more quickly; the seven-speed shifted plenty quick before, and the new nine-speed shifts plenty quick now.

Our test sedan, wearing Michelin Pilot Super Sport tires sized 245/35R-19 in front and 265/35R-19 at the rear, stuck to the skidpad with 1.02 g of grip, stopped from 70 mph in a mere 157 feet, and generally performed like the track-day star it is. In routine driving duties, it's way understressed, and the primary telltale that you're riding around in a pretty extreme machine is that the ride can be flinty over rough pavement. If you have the patience to fiddle with all the adjustments available you can dial that out some, but the compact C-class chassis doesn't have enough wheelbase to ride like a limo even in its softest settings.

For all its might and muscle and added agility, and provided you have smooth roads, the C63 is still a good long-distance hauler. It's incredibly stable all the way up to triple-digit autobahn speeds, the optional Performance seats—which now offer ventilation—are supportive and comfortable, and the cockpit is luxurious enough that you can forget you're in such a potent and complicated machine. We were big fans of the outgoing version, but the new driver-focused tech makes the C63 and C63 S more approachable and even more capable. We're happy Mercedes and AMG didn't leave well enough alone.
https://www.caranddriver.com/reviews...-drive-review/
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Old 01-20-2019, 07:34 AM   #13
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Fantastic Review
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Old 01-20-2019, 10:37 AM   #14
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Rad wagon please.
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